Spring support for vehicles



Ayn-18, 1924.

A. F. SHORE SPRING SUPPORT FOR VEHICLES Filed Abril 11 1921 w 11 VENTOR 24 TTORIVF) Pumas Apr. 1924.

UNITED STATES ALBERT F. SHOBE, OF NEW YORK, Y.

SPRING SUPPORT FOR VEHICLES.

Application filed April 11, 1921. Serial No. 460,193.

To allv whom it may concern:

Be it known that I. ALBERT F. Srgonn, a citizen of the United States, residing at New York, in the county of New York and State of New York, have invented certa-in 'or oscillations having an axis or center of gravity disposed longitudinally of the body,

or, as herein terined',longitudinally centered oscillations.

In a co-pending application, filed by me on December 11, 1920, Serial No. 429,841, I sought to attain. this result by the use of a semi elastic subframe carrying springs pivotally mounted approximately midwa between the front and rear ax es, whic springs-1 support the middle part of the weight of the chassis and upper structure, while adjacent to the front and rear axles the usual but now comparatively lighter springs are used. It has been found that the desired parallel and more vertically dis posed vibrations of less amplitude can thus be obtained. Howeven'there appears tobe a desirability for a still greater ease of riding, as by combining with the said more parallel and vertically disposed vibrations,

oscillations gravitationally centered longi' tudinally of the body. These are not objectionable to the passen r, as are the end vibrations or transverse y gravitationall centered oscillations, as can be demonstrate by going diagonally over a rail or d tch on the road, which breaks up a severe jolt partially by causing the aforesaid rolling motion or longitudinally centered oscillations of the body. These longitudinally centered oscillations also tend to nullify transversely centered oscillations, due to a certain amount of gyration that is set up in the suspended body. In other words, it develops' gyratory resistance to the objectionable end bounces or transversely centered oscillations. This result is attained, according to my present invention, by the pro,- vision of springs that are of unequal strength, resiliency, or periods of vibration in any predetermined transverse plane of the vehicle; in other words by makin a certain spring on one side of the vehicle comparatively stifi or strong and the corresponding spring on the other side of the vehicle comparatively weak or more elastic and having a longer period of vibration.

Several embodiments of my invention have been shown in the accompanying drawings, in which Figure 1 shows in plan view a chassis of ordinary construction having springs .extending lengthwise of the frame;

Figs. 2 and 3 show springs of my new type, as they would be used in a construe: tron having transverse springs; and

Figs. 4 and 5 show, in side and front blevation respectively, my invention as applied toa spring suspension system as illustrated in my co-pending application above referred to.

Referring first to Fig. 1, A represents the conventional vehicle frame supported on the front axle B and rear axle C by means of springs D, D, E, E, extending lengthwise of the frame. As will appear clearly from this view, the springs D, D are of unequal width and therefore also of unequal strength, the spring D being narrower and somewhat weaker than the adopted standard, while the spring D is wider and somewhat strongerthan the adopted standard. With the rear springs, both may be of equal strength, or the front arrangement is reversed, the spring E (located on the same vehicle side as the Weaker spring D) being wider and stronger, while the spring E (corresponding in location to the stron er front) spring D) is the weaker one o the tworear springs.

If the vehicle is rovided with transverse springs, the desired eflect is attained by constructing each spring in' itself of unequal strength on its two supporting ends. Such a construction of springs has been illustrated in Figs. 2 an 3, the springsof Fig. 2 corresponding to and functioning in a manner similar to the front springs D, D of Fig. 1, and those of Fig. 3 to the rear springs E,,E' of Fig. 1. It will be seen that the individual leaves of the spring F in Fig. 2 project more to one side from the center line than to the other, so that this spring consists of relatively weak elements 7 and relatively strong elements f. In Fig. 3, the arrangement is reversed, the spring G consisting f relatively strong elements 9 (correspon ing in location to the weak elements f) and of relatively weak elements g (corresponding in location to the strong elements f ofthe spring F). In this construction, the position of the relatively weak elements 7 in Fig. 2 and the position of the relatively weak elements 9' in Fig. 3, before the engine is placed in the forward end of the chassis, is indicated in dotted lines, and the position of the same elements, after the engine is placed in the forward end of the chassis, is indi cated in full lines. It is, therefore, understood that, as regards the fixed weight of the forward part of the suspended body which carries the motor and driving mechanism, the s rings are so roportioned that normally t e suspended body will always be properly balanced and rest without a tilt or angle. For example, the strong sprin will have a fiexure of one inch er five undred pounds, while the weaker sprin will have a flexure of two inches per ve hundred pounds. Let us assume that the motor weighs five hundred pounds.

Before placing the motor in position, it would, therefore, be necessary to have the frame one inch higher on the weak spring side than on the strong sprin side, and as the weight of the motor is ad ed, there will be a sag of one inch on the strong spring side an a sa of two inches on the weak spring side. nasmuch as the latter side had been an inch hi her than the former side, it is evident that the effect of the weight of the motor, will be to properly balance the vehicle body and hence prevent sagging above the weaker springs or spring elements underfull load. With this accoms plished, it will also be evident that when a shock is communicated to the wheels of the vehicle of equal force on each wheel, the effect will result in uniform responses, as hereinafter more fully explained.

Figs. 4 and 5 illustrate my invention as applied to a spring suspension system shown in and forming the subject of my application above referred to, and detailed description of these views is not thought necessary. A; represents a semi-elastic subframe carrying the chassis frame A" .by means of fulcrum springs H arranged approximately midway between the front and rear axles B, C, and also by means of comparatively light springs I, J. There are two fulcrum springs H, one adjacent to each lon itudinal frame member, and it is to be un' erstood that these fulcrum springs may be'constructed like the springs D, D in Fig. 1; that is to say, the spring on. one side may be stronger than the spring on the other side. Likewise, the comparatively light springs adjacent to the axles may be constructed alternately strong or weak, or with strong or weak elements. I may, of course,-

oonstruct one or the other sets of springs of even strength, and the remaining set or sets of unequal strength, but always taking into consideration that the vehicle body must be properly balanced, so as to prevent saggin above the weaker springs or spring portions under load.

When a vehicle equipped with my new spring arrangement strikes an obstruction in the road, as a rail, with both front wheels simultaneously, the effect will be to throw the body harder on the side having the stronger spring, so that it will tend to move about its center of gravity, developing an axis which is disposed longitudinally of the vehicle. The throw thus started is further accelerated after said object has been struck and the wheels again fall to the normal .level of the road, for, in this instance, the said fall of the suspended bod is resisted less on' the side having the wea er spring than on that having the stronger spring.

As the vehicle passes on, the rearwheels strike the same obstruction, and even though there may be no provision of a strong and weak spring, but a spring set of equal power as has hitherto been used, the rolling motion imparted to the body by the front wheels will materiall mitigate the intensity of the said rear w eel shock and also.serves to arrest the hitherto objectionable end bounces and the series of transversely centered oscillations which follow. When, however, the rear springs are also made relatively weak and strong, but with their powers reversed relative to those of the front wheels, a reverse rolling action takes place. To thus obtain greater ease of riding, it can here be seen that I not only provide a confusion of vibrations but also develop a certain amount of gyratory resistance which further serves to arrest and mitigate those vibrations which are most ob'ectionable to the passenger.

claim:

1. In a spring support for vehicles, relatively strong spring means located adjacent to one axle at one side thereof, and spring means relatively Weak at all times on the means, said relatively strong spring means being in alternation with said relatively Weak spring means on the same side of the vehicle. g

4. In a spring support for vehicles, springs extending transversel of the vehicle adjacent to the vehicle ax es, one of said springs comprising relatively strong elements on one side of the central longitudinal axis of the vehicle, and elements relatively weak at all times on the other side of said plane, the arrangement of relatively strong and relatively Weak spring elements being reversed in the other spring. 7

5. In a spring suspension for vehicles, relatively stiff s ring means and sprin means relatively e astic at all times arrange respectively, on opposite sides of the vehicle.

6. In a spring support for vehicles, relatively strong spring means at one side thereof and spring means relatively weak at all times on the opposite side. a

7. A spring suspension for vehicles having greater resiliency at one side of the vehicle than at the opposite side thereof, for the purpose specified.

8. In a vehicle, the combination with-a wheel axle and chassis frame, of a sprin suspension for the frame from the axle saiui suspension having unequal resiliency on opposite sides of the longitudinal axis of the vehicle.

In testimony whereof, I aflix my signature.

ALBERT F. SHORE. 

